Train-door control



Feb. 10. 1925. I 1,526,068

L. P. HYNES TRAIN DOOR CONTROL Filed July 26. 1925 P .5" 5 a; 531 (I) V H H V K K J Q I I L L T /-[-4 q all: J4: T5; gvwentoz 7 LEE P. HYNES 3513 h/Lb/ abtozmmal Ill] Patented Feb. 16, 1925.

UNETE STES PATENT OFFICE.

LEE P. HYNES, OF ALBANY, NEW' YORK, ASSIGNOR TO CONSOLIDATED CAR-HEATING COMPANY, OF ALBANY, NEW YORK, A CORPORATION OF WEST VIRGINIA.

TRAIN-DOOR CONTROL.

Application filed July 26, 1923.

To all whom it may concern:

Be it known that L Les 1. Errors, a citizen of the United States, residing at Albany. in the county of Albany and State of New York, have invented certain new and useful Improvements in Train-Door Controls the following being a full, clear, and exact disclosure of the one form of my invention which I at present deem prefer able.

For a detailed description of the present form of my invention, reference may he had to the following specification and to the accompanying drawings forming a part thereof, wherein Figs. 1 and 2 illustrate an electrical dooroperating device,

Fig. 3 a pneumatic device for the same purpose and Fig. 4 shows the circuits for their joint control.

My invention relates to the control of door operation in a railway train wherein the doors on one or more cars are worked by electric motors and those on other ca 's by pneumatic motors. Not only are these two types of motors of different construction requiring different forms of control, but they also operate in different time periods, the electric motor taking less total time of door movement but giving a lower door speed, because of the slow start and the protracted checking at the end of the run to which a pneumatic motor is subject. The slow action of an ordinary pneumatic doorcheck on a normally operated door is a familiar illustration of the latter feature. I therefore have devised a control system applicable simultaneously to both types of motor, being capable of instigating the action of either one in either 'd' ection but independent of the peculiar characteristics of each during its operating period. For this purpose I provide for each type of motor a controller of a kind which will initiate the motor action by a single impulse such as may be imparted to it by a relay magnet momentarily excited by a train line under the control of a motor-man located at the end of the train. After this single impulse has been given, the respective controllers are set free from train-line con trol, except for purposes of reversal, and each type of motor is left free to follow its natural mode and time of operation in- Serial No. 654,022.

No. 543,079, filed Mch. 11, 192;, and Ser. No. 625,868, filed Mob. 1?, 1923. In these figures the door is indicated at A. On the rear edge of the door is a flat channel iron 11 provided with a flange which overlaps and is bolted to the edge of the door A. The channel extends vertically parallel with the edge of the door and is open at top and bottom. A roller on the outer end of a radial arm 21 is fitted to the said channel so as to travel therein and enter it through one of its open ends. This arm is mounted adjacent to the door on the end of a horizontal shaft 22 which is mounted in journal boxes 24-, 24L and extends at right angles to the plane of the door. To shaft 22 is secured a disc 23. Loosely mounted on shaft 22 adjacent to disc 23 is a worm wheel 25 which is driven by a screw 26 on the shaft of the door-motor B. ()n the worm wheel 25 is a radial projection 27 which is engaged on its opposite sides by springs 28, 28 which abut against the respective stops 32 on the face of the disc 23. Thereby as the worm-wheel 25 is driven by the motor it will, in turn, drive the disc 23 through the intervention of one of the springs 28 and the said disc will in turn operate the door through the agency of shaft 22 and arm 21. On the ouiter end of radial projection 27 is a cam or incline 29 which engages the under side of the horizontal arm of an an gleleY-er 3O pivoted in the periphery of disc 25:3. The other arm of lever 30 extends into a slot in shaft 22 which shaft is hollow from the said slot through to its left hand end and carries a sliding rod 31 abutting against said lever 30. hen the driving stress applied to the left hand spring 28 exceeds a given amount, due to an accidental obstruction to the door on its closing run, that spring will be compressed and the cam 2. will move to the left, with respect to disc 23 and lever 30, thereby lifting the horizontal arm of that lever and forcing to the left its other arm together with the aforesaid rod 31. The rod 3]. lies in the axis of the door shaft 22 and bears at all times against the end of rod of the emergency toggle-switch On the rod l0 are pivoted the spring-connected toggle-arms 41 of the said switcu that normally coinect electrically the contact plates 4L2 in the main motor circuit. Thus when the described excess pressure comes on spring 28, the lever 30 will act to push rod 31 to the left togather with switch-rod lO until the togglearms all pass the dead center and snap away from contacts 42 to break the ma in circuit of the motor. This action is made positive by means of the wornrdriving gear which prevents the reaction of the string; from reversing the motor mechanically when the circuit first breaks. The motor has two distinct li-el-d magnets c and b which are oppositely excited to give opposite directions of rotation to the motor and are en'iployed alternately for respectively opening or closing the door. Each of the two field-magnet circuits is provided with a limit switch C, or D, the details of switch (1 being shown diagrammatically in Fig. 1. l'Vhen the door reaches the end of its closing run. a projection on disc 23 strikes one end of the main rod 52 of a toggle-switch F and pushes that rod down against the force of spring 51. The contact arms of this switch normally connect electrically the terminals 53, 58 in the branch circuit which contains the field magnet b. but when rod 52 is thus pushed down the contact arms snap away from said terminals 53, and break the main circuit of the motor. There is a similar switch D in the branch circuit that conains field magnet a and ilarly operated by projection 51} e door reaches the end of its run. The

two branch circuits unite oint (2 and after passing through the motor armature the main circuit goes to the aforesaid emergency switch E and thence to ground. A control switch of the same toggle type is indicated at G, the. switch rod having: armatnres and (S6 at its opposite ends respectively one armature being attracted by mace net I. the other by magnet ll. In the illustrated position the switch arnis bridge contacts (ii, (52 in the door-closing circuit through field i'z'iagnet 7) which circuit has been opened by limit switch. (l on the arrival of the door at its closed position. If the other magnet I is now energizech it will draw the switch-rod downward, until the contact arms snap away from terminals 31, 62 and engage contacts and 64:. That will close the door-opening circuit through field magnet a. in which circuit the limit switch D is now closed. The motor will then act to open the door and when it is opened the projection 50 will operate limit switch D and break the door-opening circuit, the door-closing circuit in the meanwhile be ing closed at limit switch C. By this arrangement the operation of the electric door motor may be initiated by a single impulse in magnet H or T such as can also initiate the operation of a pneumatic door motor, while the further operation of the electric. motor can proceed in its own peculiar way independently of the different peculiar vay of the pneumatic motor which the same impulse has started into action.

3 illustrates the corres 'ionding arrangement of the controller for the pneumatic motor. .7 represents a pair of cylinders wherein are two pistons 70, con nected by a rack 71 which engages a pinion on the shaft of a door-operating arm having a roller 73 on its outer end. The roller 73 is to travel in a. channel on the rear edge of the door, as described in Fig. 1. and the motor is of a well known type for door operation, being provided with the usual checking devices and other attachments. Each cylinder is provided with a valve Tel by which its working end may be supplied with pressure from the main supply pipe 80 or opened to the atmosphere for exhaustion. These valves are of a common type with stems 75 by which they are actuated. These stems tend to rest in their lowermost positions, shutting off air from the supply and opening the cylinders to the at- .iosphere. Each valve is lifted by means of a lever 76 operated by a magnet and when lifted is upheld by a latch 9 which automatically engages a stud projecting from the stem 5. l i hen the arm 72 reaches either end of its run, it strikes a rod 77 that will then push down the tail end of latch 79 and allow the uplifted valve to drop. That will shut off air pressure from the cylinder and open it to exhaust. The ac tion of either lever 76 by its corresponding magnet K or L also works a push-rod 78 which serves to push out the latch T9 from under the stem 75 of the opposite valve and causes it to cut otli the air supply from the opposite cylinder and open it to exhaust. Thereby the action of either magnet K or L will not only admit pressure to the correspending cylinder but will also open the opposite cylinder to exhaust and cut off the pressure. therefrom. maintains the motor at all Linus under the control of the doorman. The pneumatic motor will also be provided with one of the usual forms of control by a door-shoe on the front edge of the door or equivalent agency. The two magnets K and L operate the respective valves to initiate the motor action for either opening or closing the door. After such action is instigated it will pro- This arrangement duced to a neutral or common basis involving only an impulse such as will be the same for either form of motor.

In Fig. 4, S S S and S represent the several sections of a train-line extending through four cars of a. train. 'io section S of this train-line is connected the dooropening magnet H aforesaid for each of two or more doors on the car corresponding to said section E the doors on that car being operated by electric motors. In the next adjoining car, served by section S of the trainline, the doors are operated 'by pneumatic motors. Hence the dooropening magnet K aforesaid for each pneumatic motor is connected to section S of the train-line. By means of an operators switch P the battery can be momentarily applied to the trainline and all of the magnets H and K along the train will receive the same impulse of current which, as heretofore described, will initiate the door-opening operation of both forms of motor, leaving each form to operate in its peculiar manner regardless of the other form. Similarly the train-line sections T T T and T controlled by operators switch Q will energize momentarily the door-closing magnets I, I, of the electric motors and the door-closing magnets L, L of the pneumatic motors, which, in like manner, will thereupon be left free of trainline control, and will proceed each in its own time and manner, to operate the doors. If desired, the automatic top-rods 77 of Fig. 3 may be omitted and the air pressure left on the cylinders at the end of the run. The action of magnets K and L can, in that case. remain as described.

What I claim as new and desire to secure by Letters Patent is:

1. A door-operating system for railway trains comprising a set of doors and electric motors therefor, a second set of doors and pneumatic motors therefor, and a train line provided with a series of similar controlling agents for both the electric and the pneumatic motors.

2. A door-operating system for railway trains comprising a set of doors and electric motors therefor, a second set of doors and pneumatic motors therefor, a train line, and a series of niotor-controlling agents on said train line responsive to the same controlling impulse and neutral with respect to the characteristics of the two types of motor.

3. A door-operating system for railway trains comprising a set of doors and electric motors therefor, a second set of doors and pneumatic motors therefor, a train line, a series of magnets on the said train line responsive to the same controlling impulse, motor-starting means operated by the respective magnets, and automatic stopping means for the several motors dependent on the electric or pneumatic characteristics of the respective motors and independent of the said magnets.

4. A door-operating system for railway trains comprising a set of doors and electric motors therefor, a second set of doors and pneumatic motors therefor, a train line common to both sets, magnets on said train line, the respective types of motor acting in response to the same impulse to set both controllers for one direction of motor movement and to render both motors independent of its starting magnets, and automatic means to restore the control of both motors for an opposite direction of motor movement.

5. A door-operating system for railway trains comprising a set of doors and electric motors therefor, eachmotor having two separate field magnets, a train line, a magnet in said train line for each motor, and two switches in one field-magnet circuit, one switch operated by one of said magnets, the other by the motor itself.

6. A door-operating system for railway trains comprising a set of doors and electric motors therefor, each motor operating the door through a rotating door-arm, a second set of doors and pneumatic motors therefor, each pneumatic motor also operating the door through a rotating door-arm, manually-coi'itrolled starting devices for both forms of motor and automatic stopping devices therefor, a train-line, and magnets thereon operating both forms of starting de= vice by the same current impulse.

7. A door operating system for railway trains comprising a set of doors and electric motors therefor, each motor operating the door through a spring and provided with a switch for controlling the motor on the yielding of said spring, a second set of doors and pneumatic motors therefor, manually-controlled starting devices for both forms of motor and automatic stopping devices therefor, 21. train-line, and magnets thereon operating both forms of starting device by the same current impulse.

Signed at Albany, county of Albany and State of New York, this 18th day of July,

LEE P- H N 

